The A Geary-10th Avenue was Muni's first streetcar line, running from Market Street and Kearny Street, and later from the Ferry Building, along Geary and 10th Avenue to Fulton Street.[8] The route was discontinued on December 5, 1932.[9] Part of the route is currently under study to be restored as bus rapid transit and possibly as a streetcar route.[10]

The B Geary (also known as the B Geary-Ocean) was a streetcar route that operated along Market Street and Geary Boulevard to the Playland amusement park along Ocean Beach. It originally ran as a shuttle between 10th Avenue and 33rd Avenue, and was later extended east along Geary and Market Street to the Ferry Building to the east, and along 33rd Avenue, Balboa, 45th Avenue and Cabrillo to Great Highway to the west.[11] The line was replaced with the 38 Geary bus route on December 29, 1956.[9][12]

Currently there are plans to construct a bus rapid transit corridor on Geary Boulevard between Van Ness Avenue and 33rd Avenue. Funding has not been identified to build rail in this corridor, however the BRT project includes the possibility of "light rail ready" construction that would enable a future conversion to rail if funding becomes available.

The C California (also known as the C Geary-California) was a streetcar route that ran from the Ferry Building along Market Street, Geary, 2nd Avenue, Cornwall, and California to 33rd Avenue.[11] The route was cut short in 1950 to California and 2nd Avenue with the opening of the 1 California bus line, and was removed along with the B Geary on December 29, 1956.[12] Part of the route is currently under study to be restored for Bus Rapid Transit.[9][10]

This route was created shortly after the Market Street Railway's franchise expired on California street. By 1950, the line was essentially a short-turn version of the B Geary streetcar route, which continued out to Ocean Beach.

The D Geary-Van Ness was a streetcar route created on August 15, 1914 that originally ran from the Ferry Building along Market Street, Geary, Van Ness, and Chestnut to Scott.[9] In 1918, the route was changed to operate on Union Street instead of Chestnut, and was extended along Steiner Street and Greenwich Street and into the Presidio later that year.[11]

The route was replaced with buses on March 18, 1950.[8] This was one of four routes planned as a result of the 1915 Panama-Pacific International Exposition. Today, parts of the Geary and Van Ness Corridors it once traveled is currently up for study for Bus Rapid Transit, and possibly, restoration of light rail transit in the area.[10][13]

The E Union was a streetcar route that ran from the Ferry Building to the Presidio via The Embarcadero, Washington/Jackson, Columbus, Union, Larkin, Vallejo, Franklin, Union, Baker and Greenwich into the Presidio.[11] The route was replaced on April 21, 1947[9] with the 41-Union bus route, which still runs today, but only in rush hours. This was one of four routes planned as a result of the 1915 Panama-Pacific International Exposition.[8][14]

The F Stockton was a streetcar route that ran from Market and Stockton to the Marina District via Stockton, Columbus, North Point, Van Ness, and Chestnut to Laguna. In 1916, the line was extended from Chestnut and Laguna to Chestnut and Scott, and was extended in 1947 from Market and Stockton down 4th Street to the Southern Pacific terminal on Townsend.[11] The route was replaced on January 20, 1951,[9] with the 30-Stockton bus route, which still runs today, and is notable for being the slowest trolleybus route in the city of San Francisco because it travels through the densely populated neighborhood of Chinatown. This was one of four routes planned as a result of the 1915 Panama-Pacific International Exposition.[8][14] Today, the F designation is used for the F Market & Wharves historic streetcar route.

The southernmost part of this route, from Market to Jackson, will again be served by light rail when the Central Subway is built. Presumably, after the completion of the Central Subway, the rest of the present 30 Stockton bus line can be eventually converted to surface light rail extending to the Presidio, depending on where the eventual exit from the subway tunnel is placed.

The H Potrero streetcar line was created on August 15, 1914, to serve the Panama-Pacific International exposition.[8] It ran from Army Street (Now Cesar Chavez Street) and Potrero to a terminal inside Fort Mason, via Potrero, Division, 11th Street and Van Ness. In 1946 the line was extended along former Market Street Railway trackage on Bayshore and San Bruno to Arleta. The southern terminal was cut back to San Bruno and Wilde in 1947, and in 1948 the northern terminal was cut back to Van Ness and Bay. The route was replaced on March 19, 1950, with the 47 Potrero bus line.[11] The 47 line has since been changed and no longer runs on Potrero, and the only bus line that follows the old H line is the nighttime-only 90 Owl.

A bus rapid transit project is currently in the works with the San Francisco County Transportation Authority. A feasibility study was conducted in 2006, followed by a draft Environmental Impact Statement in 2011. A Locally Preferred Alternative was selected in early 2012. A Final EIS is expected in 2012, along with Caltrans approval. Construction could begin in 2015, with revenue service beginning a year later.[13] The SFCTA currently does not have plans to revive the H-Potrero streetcar line.

The G Exposition, I Exposition, and J Exposition were temporary streetcar lines that were created in 1915 and 1916 to serve the Panama-Pacific International Exposition.[9] The G line was a combination of the E and F routes, running from Market and Stockton to the Presidio. The I line only ran for three days in February 1915, from 33rd Avenue and Geary via Geary, Van Ness, Chestnut, Scott, Greenwich and Steiner to Union. The J line, which is unrelated to the current J Church line, ran via Columbus from the Ferry Building to Fort Mason and later to Chestnut and Scott.[11]

The O Van Ness line operated briefly between June 1, 1932 and July 15, 1932, along part of the E Union from Van Ness and Union to the Ferry Building. During this time, the E line ran down Van Ness to Market instead of to the Ferry Building.[11]

Note: Before 1956, the California Street Line extended all the way from Market Street in the Financial District to California and Presidio Avenue on the western edge of the Western Addition.

Line

Inbound Terminal

Outbound Terminal

Reason for discontinuing

Areas served

Year Started

Year Discontinued

O'Farrell-Jones-Hyde

Began at Market and O'Farrell, down O'Farrell to Jones (there was a cable car shuttle from Market and Jones to O'Farrell and Jones), down Jones to Pine, down Pine to Hyde, down Hyde to North Point (used California St. style double-ended cable cars). Section from Hyde and Beach Streets to Washington Street forms the northern part of the Powell-Hyde Line, while section from Washington to California Street is used as non-revenue track.

Hyde and North Point

1956 decision to close down all cable lines except those originating on California St. and Powell St. and end all cable car lines at Van Ness Ave.

Began at Market and Powell, up Powell to Jackson, out Jackson to Steiner, back downtown from Steiner on Washington (used Powell Street style single-ended cable cars). Forms the Powell and Washington/Jackson one way segments of the Powell-Hyde Line.

Jackson and Steiner

1956 decision to close down all cable lines except those originating on California St. and Powell St. and end all cable car lines at Van Ness Ave.